Adapter brake mechanism



July 10, 1945. H. T. LAMBERT ADAPTER BRAKE MECHANISM Filed June so, 1944 2 Sheets-Sheet 1" iiIXLfiMBERT July10,1945; TILAMBERT 2,379,972

' ADAPTER BRAKE MECHANISM- ments designed to adapt this Patented July 10, 1945 Homer 1. Lambert, St. Joseph, Mich, assignor to Mmbert Brake Corporation, St. Joseph, Micln, a corporation oi Michigan Application June 3t, 19%, Serial No. 542,933

' .2 illaims. (@l. 188-452) The present invention appertains to improvements in brake mechanisms, particularly of the type disclosed in my co-pending application Serial No. 525,186, now Patent No. 2368, 417, issued January 3t, 1945, wherein a flexible diaphragm actuetes a primary disc to produce braking action upon a rotating disc connected to the port to be braked.

The present improvements represent developtype for use where much greater brake action. is required, such as in heavy trucks, louse-s, and other vehicles, without departing materially from the general design of said prior type.

The redesigning of brake constructions to, take care of variations in vehicularstructures employed for different purposes imposes a,- heavy eitpense in time, laloor on material in the manufacture of these constructions and, therefore, it is distinctively advantageous to hold as closely to design as possible. I

The invention. herein is characterized as to novelty by the provision of means for greatly increasing the lore power over that afforded by the brake disclosed in my prior'application above referred to, through the provision of an adapter which is connectedto the part to be braked (in the instance illustrated, a vehicle wheel) and so constructed as to carry a plurality of rotative and non-rotative friction discs to provide" increased friction surfaces, the braking action of which becomes eil'ective upon pressure of suchdiscs between the-primary and secondary discs. {the use of said adapter thus'enables simplification of construction in application to diflerent vehicles, maintenance of general design, and increased efficiency, all of which are important from both a commercial and manufacturing standpoint.

In thedrawines:

Figure 1 is a View in elevation of the unit looking at same from the wheel side; and

Figure 2 1s a sectional view through a. brake unit constructed in accordance with my inven-- web t which divides the casing into two chambers 5 and't, respectively. In'the latter chamber is mounted the horrible diaphragm I secured to the center section by outer and inner rows of bolts d passing through the cover 3 and diaphragm. 1

In the cover, an inlet 9 is provided. for admittance of the pressure fluid, either liquid or air, and the movements of the' diaphragm are transmitteol to the primary brake disc It! mounted on the annular shoulder it in the chamber 5 through suitable protuberances ll projecting laterally through openings l2 in the web t and the annular rigid actuating ring 63. Tapering coiled springs it seated about the openings l2 and surrounding the protubersnces hold the insulating heads or buttons thereof in seating relation to the ring itwhich is provided on its-face with a heat-insulating surface it.

The inner web flange t is secured to the wheel spindle flange by the bolts I 5, and the closure cover or secondary disc 2 is clamped in position against adjusting shims It. by a series of bolts ll which screw into thickened portions or bosses of the web section. 2, as seen at the bottom of Figure 1.

Between the primary disc and the inner face of the webii are arranged the energizing or cam ming discs and balls, generally designated it. Both the primary and the secondary discs have the irictionsurfaces it and 20, respectively, secured thereon.

The foregoing construction conforms essentially to that of my prior brake of the application referred to herein.- Y i The primary ieatures Of-the present brake include the adapter unit or sleeve 2|, the rotative discs 22, 22, and the intermediate disc 23. The adapter is formed at one end with a mounting flange 2:! through which .the bolts 25 pass to secure this unit to the vehicle wheel so as to extend the sleeve body into the casing concentric tion taken about on the plane indicated by line 2-2 of Figure 1, and showing in dot-and-dash lines its application to or mounting on a vehicle wheel.

Like reference characters designate corresponding parts in the several figures of the drawings.

Referring particularly to Figure 2, the brake unit comprises a. drum-type casing which includes the intermediate body section l, the end closure plate 2, and the closure plate or ring 3 for the oppositeend of the body. The center section I is formed with an internal partition or is free to move axially with with the spindle oraxle housing. At spaced intervals about the outer surface of the sleeve are formed elongated ribs 26, and the rotative discs 22 are each formed 'attheir inner peripheries with conrorming'transverse slots or key-ways to slidingly receive these ribs.

The intermediate non-rotative friction disc 23 is formed on its outer periphery with a. seriesof notches or slots to interengage with the fastening bolts H which secure the. cover-or secondary disc to the center section I of the casing, and. therefore, this disc is held against rotation but the rotatlve friction v may all be removed as a unit with the wheel,

rendering repair, replacement or adjustment of the parts,exceedingly simple of attainment. If complete removal of the brake unit is desired, then the displacement of the bolts l5 permits the whole brake unit to be dismounted with the wheel,an equally simple operation.

The operation of the brake may be simply stated as follows: As air or hydraulic fluid is admitted to the casing, the diaphragm I is shifted laterally, actuating the ring l3 and shifting the primary disc into contact with the adjacent rotative disc 22. The primary disc then picks up slight rotary movement and sets up the operation of the auxiliary energizing means l8. As pressure increases, the initial disc 22 contacts intermediate disc 23, causing it to slide into contact with the second rotative disc 22, and finally pressing the latter into frictional engagement with the secondary disc 2 to produce maximum braking effort. As diaphragm pressure is relieved, the springs l4 returnthe primary disc to normal ment of the brake parts is discontinued.

By the interposition of the non-rotative disc 23 and the use of multiple rotative disc 22, the

area of thebraking surface is greatly increased and less eflort is needed in. brake application,

and as many of these braking discs, rotative or.

chamber at the other end, means for mounting said housing on the wheel spindle, a primary disc mounted in said disc chamber, an adapter unit connected to the vehicle wheel, a stationary secondary disc in said disc chamber, means for connecting saidsecondary disc to the housing, spaced rotative discs between the primary and secondor disengaged position and all frictional engageary discs operatively connected to the adapter unit for rotation with the wheel, a non-rotative, friction disc intermediate the rotative discs and connected with the means for fastening the secondary discs to the housing, and fluid actuating means in said second-mentioned chamber for causing all of said discs to frictionally engage upon brake application.

2. Brake mechanism as set forth in claim 1,

wherein the housing unit includes a flexible diaphragm in the separate chamber and an actuating ring in the latter chamber for transmitting 

